Automatic train-stop.



E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED 0on2. 1911.

1,142,884. Patented June 15, 1915.

4 SHEEIS-SHEET I.

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OTCLLITHOU WASHINGTON. D C.

E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED OCT-2. 1911.

Patented June 15, 1915.

4 SHEETS-SHEET 2- f x l N I lk IILUEILLUF J ELLIY.

THE NORRIS PETERS c0, PHOTO-LITHCL, WASHINGTON D. 4

E. M. JONES. AUTOMATIC TRAIN STOP.

APPLICATION FILED 0CT.2,19H.

m 2W 1 mm k WWM mH mmnw 1m E Hd m THE NORRIS PETERS CO PHOTO LITHOHWASHINGTON. D4 C E. M. JONES.

AUTOMATIC TRAIN STOP.

APPLICATION FILED 0012,1911.

1,142,884. Patented June 15, 1915.

- 4 SHEETS-SHEET 4.

F1 1-11 E as E i i i /30 i s 1 i- U'LELL'LE'SEIEE Imreutur THE NORRISPETERS 410.,PHom-LITHO.v WASHINGTON. D. C.

ELMER M. JONES, OF ATLANTA, GEORGIA, ASSIGNOR 'IO JONES SIGNAL SYSTEMCOMPANY, OF ATLANTA, GEORGIA, A CORPORATION OF GEORGIA.

AUTOMATIC TRAIN-STOP.

Specification of Letters Patent.

Patented June 15, 19515.

Application filed Gctober 2, 1911. Serial No. 652,260.

To all whom it may concern Be it known that I, ELMER M. Jones, a citizenof the United States, residing at Atlanta, in the county of Fulton andState of Georgia, have invented a certain new and useful Improvement inAutomatic Train- Stops, of which the following is a full, clear, andexact description, reference being had to the accompanying drawings.

This invention relates to mechanism conveniently called an automatictrain stop, and comprises vehicle equipment and track equipment adaptedto cooperate therewith to automatically give an indication on the movingvehicle, either by stopping it or giving a signal, or both.

A characteristicof the invention is that the application of the dangerindication on the vehicle is always initiated whenever the vehiclepasses across a stationary portion of the track device, and thisinitiation is allowed to automatically complete itself into an efiectivestopping or signaling un less it is counteracted by movable mechanismWhich is normally in idle position but may be moved into active positionby a suitable signal system, or otherwise. It results from thecharacteristic described that normally the vehicle passes the trackdevices without the application of the brake ordanger indication, whileWhenever the movable portion of the track device is thrown to activeposition the vehicle encountering it receives such indication. Itfurther results that if there'is anything out of order with the signalsystem or the movable parts of the track device, the danger indicationis given on the vehicle, and it is only when the parts are in perfectworking condition and when the indications are for safety that thedanger initiation is counteracted before it has become effective.

The peculiar operation above set out is also a characteristic of myprior Patent No. 1,129,201 issued February 23, 1915, which should bereferred to for claims dominating the present invention. In thestructure shown in that patent the stationary initiating ramp and thecounteracting movable ramp of the track device are side by side and acton applying and resetting levers side by side on a locomotive or othervehicle. I have found such an arrangement satisfac tory in practice,but, under certain circumstances, it IS desirable, 1n reducing theamount of side clearance required for the tionary and movable rampsalong the trackway cooperating with alined levers carried by the side ofthe vehicle, as, for example, secured to the truck of the tender. Theinvention, consisting of the means bywhich I accomplish this, ishereinafter more fully explained and the essential characteristics areset out in the claims.

In the drawings, Figure 1 is a side elevation of my track equipment andthe vehicle equipment mounted on a suitable truck, as, for example, oneof the trucks of the tender; Fig. 2 is a plan of the track equipment;Fig. 3 is a side elevation of such equipment with the movable portionsin the elevated or safety position, the normal or danger position beingindicated by dotted lines; Fig. 4 is an end view of such trackequipment; Fig. 5 is a diagram illustrating the effective operatingsurface provided by the stationary ramp and the movable ramp when in itsnormal position; Fig. 6 is a similar diagram showing the eflectiveoperating surface provided by the stationary' ramp and the movable rampwhen the latter is in safety position; Fig. 7 is a longitudinal verticalsection through the locomotive equipment; Fig. 8 is a plan of suchequipment partly broken away and with the casing omitted; Fig. 9 is afront end view of the resetting shoe; Fig. 10 is a vertical crosssection through the locomotive equipment illustrating the mounting ofthe levers and gates; Fig. 11 is an end view of the case containing thelocomotive equipment and showing one of the end gates therein.

Referring first to the track equipment shown in Figs. 1 to 6, 1represents one of the rails and 2 the ties of the trackway. Mounted onthe ties is the stationary frame of the track device. This frame, whichmay be one integral casting, is shown as consisting of a wedge-shapedstandard 3 having foot plates 5 and 6 adapted to rest on adjacent tiesand having an extended base portion 7 formed to extend downwardly alongthe vertical edge of one of the ties and then longitudinally past thenext tie and then upwardly into a foot plate 8 on the next followingtie. Rising from this last foot plate is a web 9. The upper portion ofthe standard 3 terminates in a web 10 having an inclined ramp surface.

In front of the web 10 are a pair of ears 11, in which is journaled arock shaft 12. Mounted rigidly on the rock shaft 12 between the cars isa rock arm 13, and joined to the free end of this arm by a knuckle joint14 is a bar 15, the other end of which lies alongside of the web 9 andis slidable in the space between the web and a bar 18 carried by a pairof pins 16 and 17 projecting from the web. The knuckle joint 14 referredto is preferably made by cutting away portions of the opposite faces tothe overlapping members 13 and 15 to bring these members into alinementand providing a pin 14 with an extended head 20 on one side and asuitable washer 21 and a collar pin 22 on the other. The rock arm 12 ispreferably of a bell crank form and is rounded concentrically at itsheel, as shown at 24, and this portion is adapted to extend beneath thepoint of the ramp 10 which is correspondingly concaved at 25.

lVith the construction described it will be seen that the top surface ofthe stationary web 10 and the arm 13 and the bar 15 make a continuousdouble inclined ramp of varying profile, according to the position ofthe arm 13 and bar 15. Thus, when these parts are in the position shownin full lines in Fig. 3, a ramp is provided having the upward incline ofthe member 10, a horizontal portion along the top of the member 13, anda downward incline along the top of the member 15. This is indicated inthe diagram of Fig. 6 by the characters 10*, 13 and 15 This is thesafety position, and results, by reason of the distance between theupward and downward incline, as hereinafter described, in the immediatecounteracting by the vehicle mechanism of the danger indicationinitiated by the incline 10. The dotted position in Fig. 3 shows thenormal or danger position of the parts. In that case, there is the sameupward ramp formed by the web 10, but the downward ramp, instead ofbeing by the member 15, is now made by the top surface of the member 13,the member 15 being in idle position. This is illustrated in Fig. 5wherein the upward ramp is 10 and the downward ramp is 139.

It will accordingly be seen that the rocking of the shaft 12 controlsthe action of the device on the locomotive and that the parts which arenormally in danger position may be raised to the safety position byrocking this shaft. Any failure of the signal mechanism to rock theshaft 12 results in the danger indication being given, and when theraising force (which may be an electric current in a motor) ceases theraised arm 13 and bar 15 drop by gravity to danger position. Thestationary frame is depressed at 7 and the intermediate tie backed 0E toallow greater clearance for the arm and bar and prevent any clogging bysnow, dirt, etc.

The locomotive equipment which cooperates with the ramps described mayconveni ently be carried in a case on the truck of the locomotivetender. It is so shown in Fig. 1 where the outer wall of the case isdesignated 30, and the case is shown as mounted 011 the outer sideof thetruck 32 of the tender, the case being secured to this truck by suitableangle irons 33 and 34 secured to the end of the case and to the membersof the truck. It is to be understood that any suitable means of securingthe casing to the truck may be employed.

The locomotive equipment is shown in Figs. 7 to 11 inclusive and willnow be described. The case which carries the locomotive equipment isshown as consisting of a long, narrow, rectangular box having parallelvertical sides 30 and 31 and vertical ends 38. The box is open below,and on top is designed to be covered by a suitable cover 39 which mayextend between the side plates and be held by bolts passing through eyes37 formed in the under side of the cover plate.

The casing is provided with horizontal partitions 40, 41 and 42, makinga floor some distance above the lower edge of the casing. Between thesepartitions and beyond the ends of them are spaces through which projectdownwardly the different parts which engage the ramps. Thusfnear thecenter of the casing between the partitions 41 and 42 is a mainoperating lever 45 adapted, as hereinafter explained, to initiate theapplication of the brake. Beyond this, and adapted to project downwardlythrough the opening between the partitions 40 and 41 is a resetting shoe46. At the forward end of the casing, extending downwardly between thepartition 42 and the end of the casing is a front gate 47 and at therear end is a gate 48. These two gates normally depending in front ofand behind the operating lever 45 protect it from an unintentionaloperation by an obstruction along the trackway against which it mightstrike. The gates extend across openings in the ends 38 of the casing,and as the vehicle passes over the ramp the gates rise and fall as theyengage the ramp. I avail myself of this movement of the gates to performalso other operations which will hereinafter be described.

The gate 47 has a pair of parallel arms 50 lying alongside of the sidesof the casing and pivoted thereto at 51. Similarly, the

gate 48 has a pair of arms 54 having downward ears pivoted to the sidemembers of the casing at 55. The gates are normally held in theirlowermost positions by a bar 56 hinged at 58 to one of the arms 54 and arod 59 hinged at 60 to the corresponding arm 50, the rod 59 extendingloosely into a socket 61 in the bar 56, and being surrounded by acompression spring 63 between the head 64 on the rod and the end of thesocket. Some loose play is allowed between the end of the rod 59 and theend of the socket. 7 Accordingly, the elevation of either gate isallowed, the spring compressing and tending to return the gate. Ifeither gate, by any jamming, should stick in its elevated position, theraising of the other gate would necessarily force it down, because theclearance would have been taken up between the rod and the base of thesocket. Each gate is limited in its downward movement by its arm bearingagainst the top of the corresponding partitions 40 or 42. In thisdownward position the gates, extending across the entrance and exitopenings on the end walls of the casing effectively protect the mainlever against inadvertent operation by any obstruction along thetrackway.

. 70, in Figs. 7 and 8, represents a suitable block carried by one ofthe side walls of the casing and formed with a chamber and seat to actas the air valve. Within the chamber is a valve plug 71 normally restingon the valve seat above the passageway 7 2, which is connected with thetrain air-pipe. Above the valve plug is an exit opening 73. Accordingly,when the valve is raised, the train pipe is vented through the opening73, and the brakes start to apply.

The valve plug 71 is normally held to its seat by a lever 78, which ispivoted at 79 on a rod carried by the side member and extends through amovable head 80 guided by the chamber. The head rests on a spring 89which rests on the plug 70. This lever 78 is provided with a pivotedlatch 82 pressed by a spring 83 and normally engaging the latch 84secured to and projecting upwardly from the main lever. This main leveris preferably a plate of the downwardly bent form shown, presenting anose designed to engage the ramp, the forward end of the plate beingsecured to a yoke 85, the downward arms of which are pivoted at 86 tothe sides of the case. The forward end 87 of the lever is adapted tooverlap andrest on the partition 41. Between the lever and a lug on theblock is a compression spring 88.

It will be seen that the spring 88 normally holds the lever 45 in itslowermost position, and in this osition the latches 84 and 82 hold thebar 8 down, so that the valve plug 71 is maintained on its seat. Thestiff the horizontal surface of the arm 13 right, as shown in thedrawings, the gate 47 rises idly and then the lever 45'engages the ramp10, and, rising into the position shown in dotted lines in Fig. 7,swings the latch 84 to release the latch 82 and thereupon the airpressure in the train pipe raises the valve plug and the trainpipestarts to vent. Now, whether this venting becomes effective to apply thebrake depends upon whether it is allowed to continue or is immediatelycounteracted by the restoring of the valve plug, and this depends uponthe length of the effective ramp, determined by whether the arm 13 is upor down. This will now be explained.

After the lever 45 has passed over the stationary ramp 10 and hasinitiated the application of the brake, the gate 48 engages this rampand is swung upwardly about the pivot 55. Now, this gate is connected bya pair of toggle links 90 and 91 with a lever 93, these links 90 and 91it is understood have a suitable stop to keep the links always a littleabove a perfectly straight position. The link 90 is pivoted at 96 to arod mounted in ears 97 carried by the gate. The lever 93 is pivoted at94 to an ear or standard 95 secured to and rising from the horizontalplate 40. Hence, as the gate rises, the toggle tends to shove on theoffset portion of the free end of the lever 93 pushing it downwardly,and, in such movement, to depress the shoe 46 formed on the free end ofthe lever. The gate 48 which rests on the partition 41 holds the lever93 in a horizontal position by means of the tension on the toggle linkswhich pulls them into a position as nearly straight as they can assume.If the ramp is in danger position; that is, with the arm 13 down and theefiective ramp of the form shown in Fig. 5, then, when the gate 48 isrising on the ramp 10 (line 10*, Fig. 5) the shoe 46 is beyond the peakof the ramp, being over the surface 13 in Fig. 5, and accordingly, theshoe is free to descend and the rising of the gate forces the shoedownward idly. Under these conditions, no resetting of the valve takesplace and the initiation of the brake application becomes effective. Onthe other hand, if the arm 13 be raisedso that the effective ramppresents the surfaceshown in Fig. 6, then, when the gate 48 rises, theresulting downward movement of the shoe 46 is stopped by the shoestriking (1e Flg. 6); the shoe being stopped, the con tinued upwardmovement of the gate 48 buckles the toggle and raises the oint thereofso that this joint engages and presses upwardly on the under side of aresetting lever 100, which is pivoted on the shaft 79 supported by thecasing and has its other end overhanging the lever 78. The result isthat this resetting lever forces downward the lever 78 and resets thevalve before the venting of the train pipe has had time to becomeeffective. It will accordingly be seen that when the arm 13 of the trackdevice is raised there is no application of the brake, while, when it isdown, there is an application.

It is desirable to provide means for allowing the train to run at veryslow speed over the track device when in danger condition. This enablesthe engineer to flag ahead when the signal system is out of order, orremove obstructions from the track, etc. To accomplish this I provide agovernor, which is very simple and at the same time effective. Onemember of this governor consists of a bar 105 pivoted between ears 106on lever 45. This bar normally extends approximately horizontal acrossthe top of the lever beyond the front of the valve casing. To the freeend of this lever is hinged, at 107, a bar 108. The free end of this barnormally projects into a notch 109 in the shoe 46. Now, with ordinarytrain speeds, when the lever 45 is lifted, it rises rapidly, enough sothat it throws the bars 105 and 108 upwardly into the position shown indotted lines in Fig. 7, whereby the bar 108 is entirely clear of theshoe 46 and that shoe receives its operation by the gate 48 before thebars 105 and 108 have time to fall. In very slow speed of running,however, (for example, five miles an hour or less) before the gate 48engages the ramp 10, the bars 105 and 106 will have fallen to normalposition, as shown in full lines in Fig. 7, and the bar 108, projectinginto the notch 109, will restrict the downward movement of the shoe 46.Then thus restricted, the continued upward movement of the gate 48buckles the toggle 90 and 91, and, through the lever 100, resets thevalve.

The broken line designated 0 in Fig. 7 indicates the horizontal planeacross the peak of the ramp. The notch 109, when the bar 108 is active,allows the shoe 46 to descend only to this plane, which is the sameposition into which it comes when it rests on the horizontal surface ofthe raised arm 13. This position of the nose of the shoe 46, as well asits lowermost position which it takes when the arm 13 is down, are shownin dotted lines, as are also the corresponding positions of the togglelinks.

The additional function of the gate 47 heretofore referred to is toreset the valve when it is opened by backward movement of the vehicle.It will be observed that if the vehicle moves backwardly, that is fromright to left, over the ramp, the valve is opened by the lever 45engaging the bar 15 or the arm 13, according to whether the arm is up ordown. In either case, the valve is opened, but before such openingbecomes effective, the gate 47 is raised by the bar 15 or the arm 13,and, in such movement, shoves upwardly the under side of the lever 112pivoted at 113, with the result that the free end of this lever engagingthe top of the raised lever 78 (as indicated by dotted lines in Fig. 7.)forces that lever downwardly into home position, where it is latched bythe latches 82 and 84.

To prevent any jamming of the parts just described, the lever 112 hasits connection with the gate by means of a downwardly extending nosewhich rests on a block 115 slidably mounted on a cross bar 116 betweenthe arms of the gate and spring pressed toward the gate to engage thenose on the lever 112 to seat the valve, the further elevation of thegate swinging the plate 115 about the pivot 51 withdraws the plate frombeneath the lower end of the lever 112 so that the latter drops bygravity into nor mal position. On the return stroke of the gate, if theplate 115 bears against the inner side of the lever extension it isforced backwardly against the spring 117 and clears the lever. Thespring 117 is light compared to the spring 59. The gate 47 alsofurnishes convenient means for resetting the valve by hand wheneverdesired.

112 to effect such resetting.

I will now recapitulate the operation of the mechanism of thisinvention. In normal operation, the vehicle mechanism is in the positionshown in full lines in Fig. 7 and the track mechanism is in the positionshown in dotted lines in Fig. 3. In this condition, on the forwardmovement of the train over the ramp, the gate 47 is raised and the lever112 swung, but both these movements are idle; then, the lever 45 engagesthe ramp 10 and the air valve is opened, and after the lever passes overthe peak of the ramp the lever is returned to normal position by thespring 88. Then, as the gate 48 engages the ramp the lever 93 is swungdownwardly, this movement being also idle. Accordingly, the venting ofthe train pipe continues to a sufficient extent to apply the brake or togive such other indication as may be desired. If, on the other hand,when the train passes over the ramp it is in the safety condition, asshown in full lines in Fig. 3, the gate 47 rises, as before, and isdescending along the bar 15 when the lever 45 engages the ramp 10.Accordingly, the lever 112 is in free or idle position and the lever 45opens the valve.

A simple upward 1 1 pull on the gate operates through the lever Now,when the gate 48 engages and rises on the ramp 10, the shoe 46 standsover the horizontal top of the arm 13 and cannot descend below suchhorizontal plane, and accordingly the toggles 90 and 91 buckle andlocomotive crosses the ramp, the shoe 46 has become locked by thedropping down of the bar 108 before the gate 48 begins to act, and

in that case, the toggles are also buckled and the valve reset, allowingthe train to proceed. When the brake is applied, it is neces sary forthe engine man to dismount and reset the valve by raising the gate 47.He can only do this when he is on the ground and the vehicle stopped orrunning at extremely low speed. It should be noticed that if anythinggets out of order or fails to act on either the vehicle equipment or thetrack equipment, the brake is applied when the stationary ramp isengaged. Accordingly,

whenever the engineer passes over a track device and the brake is notapplied,-he isthereby informed that both the engine equip ment and thetrack device are in proper working order.

Having thus described my invention,what I claim is V 1. The combination,with a ramp of va riable effective length, of means on a vehicle forinitiating and'counteracting an indication, one of said means beingadapted to coact with the ramp irrespective of its length and the otherto coact with the ramp or not, according to its length. I

2. The combinatiornrof means on a moving vehicle for initiating anindication and means on the vehicle for counteracting such indication,the initiating and counteracting means being located one behind theother.

with reference to the direction in which the vehicle normally moves, andmeans along the trackway for controlling the initiating andcounteracting means.

8. The combination, with means on a moving vehicle for initiating anindication and means on the vehicle for counteracting such indication,the initiating and counteracting means being located one behind theother with reference to the direction in which the vehicle normallymoves, of means along the trackway' for actuating the initiating means,and means longitudinally alined with said last named means withreference to the direction of themovement of the vehicle for controllingthe counteracting means. i

4:. The combination of a track device including stationary and movableramps and cooperating indication initiating and counteracting deviceslocated one behind the other on a vehicle, the initiating'device beingadapted to be controlled by the stationary ramp, and the counteractingdevice by the movable ramp. V

5; The combination of, a trackdevice including stationary and movableramps in longitudinal alinement with each other, and

cooperating indication initiating and coun teracting devices on amovable vehicle, the initiating device being adapted to be actu ated bythe stationary ramp, and the counteracting device controlled by themovable ramp. t Y

6. The combination, with means for initiating the application of anindication on a vehicle, of means for counteracting such initiationincluding a shoe and means for projecting it in the absence of anobstruction'when the counteracting means moves, and amovable rampadapted to restrict or allow such projecting movement according to theposition of such ramp to cause or prevent the counteraction of theapplication.

7 The combination, with a stationary ramp, of means actuated thereby forinitiating the application of an indication, and means actuated therebyfor counteracting such initiation, the last-mentioned means having ashoe adapted to be projected, and

a movable ramp normally out of the of such projecting movement butadapted tpl be positioned to engage and stop such s cc.

path 7 8. The combination of brake applying and counteracting means on amovable vehi cle, a stationary ramp along the trackway adapted toinvariably'apply the brake on the 9. The combination of brake applyingand counteracting means on a movable vehicle one behind the other withreference to' the normal directionof movement of the vehicle, astationary ramp along the trackway adapted to invariably initiate theap'' plication of the brake of the vehicle when moving along the same inthe proper direction, and a ramp normally out of position to engage withthe counteracting device but movable into position to engage saiddevicecausing it to counteract the brake applica tion. I

'10. The combination of a stationary ramp,

mechanism on a moving vehicle adapted to coact therewith to initiate theapplication of an indication, means behind the initiating means adaptedto counteract such application including a member adapted to be pro'ected means for roe'ctin it and a movable device in front of the brakeapplying ramp and movable into and out of position to coact with suchprojected member to cause the counteraction or permit the application ofthe indication.

11. The combination, with alined stationary and movable ramps, ofindication applying and counteracting levers on a movable vehicle, thestationary ramp operating the applying lever, and tie movable rampcontrolling the operation of the counteracting lever according to theposition of the movable ramp.

12. The combination of an upwardly extending stationary ramp,,adepending brake applying lever on amovable vehicle, said lever beingadapted to coact with the top of the stationary ramp, dependingmechanism thereafter coacting with the top of the stationary rampincluding a member movable downwardly,means whereby said mechanism maycounteract the brake application provided such member is not permittedto move downwardly, and a movable device in front of the ramp andadapted to stand in position to engage such member or be out of the paththereof.

13. The combination of a stationary ramp, a rock arm adapted to form acontinuation of the ramp at different angles according to the positionof the arm, mechanism on a movable vehicle adapted to coact with thestationary ramp to initiate the application ofa brake, and mechanism onthe vehicle for counteracting such initiation, said second namedmechanism being controlled by the position of the rock arm.

14. The combination of a stationary ramp, a rock arm adapted to form acontinuation of the ramp at different angles according to the positionof the arm, means on a movable vehicle for initiating an indication, andmechanism on the vehicle adapted to counteract the initiated indication,said mechanism being controlled by the position of the rock arm butactuated by the engagement of the lever with the stationary ramp.

15. The combination of a stationary ramp, arock arm, a bar pivoted tothe free end of the rock arm suitable guides at, the other end of thebar, the ramp, means for positioning the rock arm and bar to make a peakwith the stationary ramp or to make a flat surface with two inclinestherewith, means on a vehicle adapted to coact with the stationary rampto apply a brake, and means on the vehicle for counteracting suchapplication, said means having a member projectable toward the ramps andcontrolling its movement by the position of the rock arm.

16. The combination of a stationary ramp, a rock arm adapted to form acontinuation thereof either downwardly or substantially horizontal,according to the position of the rock arm, brake applying means on avehicle adapted to coact with the stationary ramp, and counteractingmeans on a vehicle adapted to be controlled by the position of the rockarm.

17. The combination of a stationary ramp, a rock arm adapted to form acontinuation thereof either downwardly or substantially horizontal,according to the position of the rock arm, brake applying means onavehicle adapted to coact with the stationary ramp,

a movable member on the vehicle adapted to engage the ramp, mechanismoperated by said member and tending to move into the position occupiedbythe rock arm when elevated, and means whereby, when the rock armprevents such movement, the movement of the movable member becomeseffective to counteract the brake application.

18. The combination, of a track ramp and movable means adapted to standeither as an incline or substantially horizontally, a brake applyingmechanism on a movable vehicle, a valve released by said mechanism, aresetting device on the vehicle, a member operating on the ramp,mechanism operated by said member and tendingto project itself idly intothe position occupied by said movable means when horizontal, andaresetting device for the valve engaged and operated by said mechanismwhen diverted from its normal movement by the movable means stopping it.

19. The combination of a stationary ramp, a rock arm adapted to form acontinuation of the ramp, either as an incline or substantiallyhorizontally, a brake applying lever on a movable vehicle adapted tocooperate with the ramp, a valve released by said lever, a resettingdevice on the vehicle, a member operating on the stationary ramp,mechanism operated by said member and tending to project itself idlyinto the position occupied by the arm when horizontal, and a resettingdevice for the valve engaged and operated by said mechanism whendiverted from its normal movement by the rock arm stopping it.

20. The combination of a stationary ramp, a rock arm, a bar joined tothe rock arm at its free end, the rock arm being adapted to stand inposition to cause it to make a peak with the stationary ramp, means forrocking the arm to make it a substantially horizontal continuation ofthe ramp with the bar forming a downward incline from such horizon talcontinuation, initiating mechanism on a moving vehicle adapted to coactwith the stationary ramp, and counteracting mecha nism on the vehicleadapted to be controlled by the position of the rock arm.

21. The combination, with a track device,

of an air valve on the locomotive, a lever adapted to cooperate with thetrackdevice and release the air valve, a lever for resetting the valve,mechanism for operating said latter lever, said mechanism including amovable member adapted to control the resetting of the valve, means onthe track device for impeding the movement of said movable member, saidmechanism being non-effective to move the resetting lever when saidmovable member of the mechanism is unimpeded but operative when suchmember is impeded. V

22. The combination, with a track device, of an air valve on thevehicle, a lever for releasing it and mechanism for resetting it, saidlast mentioned mechanism including an operating part adapted to engagethe track device, a shoe adapted to engage the track device, adisplaceable connection between the two, the valve resetting mechanismadapted to be engaged by the connection when displaced by the impedingof the shoe. 7

23. The combination, with a track device, of a valve on a vehicle, alever for releasing the valve, a lever for resetting the valve,operating mechanism for the resetting lever including a lever, a shoe,and a toggle connection between the two adapted when displaced to engageand operate the resetting lever, said track device acting as a movableabutment adapted under one condition to impede the shoe resulting in thedisplace ment of the toggle and under another condition to allow theshoe to move without the displacement of the toggle.

24. The combination, with a track device, of a vehicle equipmentincluding a valve, a lever operated by impinging the track device forreleasing it, and a governor operated by the momentum of said lever, aresetting device including a member movable by the track device andmechanism operated thereby adapted to reset the valve or move idlywithout such resetting, the governor being adapted to act on the lastmentioned mechanism and prevent the idle movement.

25. The combination, with a track device, of vehicle mechanism includinga valve and a lever adapted to impinge the track device for releasingit, resetting means for the valve, mechanism normally in active positionfor operating the resetting means, and a latching device adapted to holdsaid mechanism in active position, said latching device including amember thrown to idle position by the momentum of the operating ever.

26. The combination,with a track device, of a vehicle equipmentincluding a valve, a lever adapted to impinge the track device forreleasing it, a governing device having a pair of joined links operatedby the momentum of said lever, resetting mechanism including a membermovable by the track device, and mechanism operated thereby adapted toreset the valve or move idly without such resetting, the governingdevice being adapted to prevent the idle movement.

27. The combination, with a track device, of a vehicle mechanismincluding an air valve, a lever adapted to impinge the track device forreleasing it, a lever for resetting it, mechanism for actuating theresetting lever including an operating member, a shoe and connectinglinks, and a governor for latching the shoe in position to cause thelinks to operate the resetting lever when the member is operated, saidgovernor being thrown to idle position by the momentum of the releasinglever and tending to return by gravity into latching position.

28. The combination, with an air valve, a track device, a lever adaptedto impinge the track device for releasing the air valve, mechanism forresetting it, and latching mechanism for holding the resetting mechanismin active position said latching mechanism being thrown by momentum ofthe releasing lever into idle position and tending to return by gravityto active position. 29. The combination with an air valve, a lever forreleasing the same,mechanism for resetting the valve, latching mechanismadapted to engage a portion of the resetting mechanism to render iteffective, said latching mechanism being thrown by momentum of thereleasing lever into unlatching position and tending to return bygravity to latching position, and a track device hav--.

' member adapted to engage the track device,

pivotally mounted gates for protecting said member against inadvertentoperation by obstructions, and a spring connection between said gateswhereby either when raised is given a tendency to return.

31. The combinatiom'with a track device, of vehicle equipment having anair valve, a releasing lever therefor adapted to engage the trackdevice, pivotally mounted gates for protecting said lever againstinadvertent operation by obstructions, and a springconnection betweensaid gates whereby either when raised is given a tendency to return,said connection including a pair of slidably connected links pivoted tothe gates, and a spring tending to resist movement of the pivots of suchlinks toward each other, means for limiting such movement, whereby, Wheneither gate is raised, the raising of the other forces down the firstmentioned gate.

82. The combination, with a track device, of a vehicle equipmentincluding an air valve, a lever for releasing it, resetting mechanismfor the air valve, a pair of end gates adapted to protect the lever, andmechanism operated by one end gate for resetting the valve on theforward movement, according to the condition of the track device, andmechanism operated by the other gate for resetting the valve on backwardmovement independently of track conditions.

In testimony whereof, I hereunto aifiX my signature in the presence oftwo Witnesses.

ELMER M. JONES.

lVitnesses B. F. MARKERT, R. G. PATTERSON.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of- Eatents, Washington, D. G.

